Antiskid device



NOV. 26, 1940. w SNYDER 2,222,786

' ANTISKID. DEVICE Filed June 22, 1938 2 Sheets-Sheet l /6' /5 4 /6/. INVENTOR )WzL/HM/ZS/WJM/g ATTORNEY NOV. 26, 1940. I w SNYDER 2,222,786

ANTISKID DEVICE Filed June 22, 1958 2 Sheets-Sheet 2 INVENTOR ATTORNEY Patented Nov. 26, 1940 UNlTE' sm'rss PATENT" oFricE 1 Claim.

My invention relates to a new and useful antiskid device and it relates more particularly to an antiskid device especially adapted for use in connection with dual tires on trucks and the like.

My invention still further relates to an antiskid device which is not only efficient in gripping the road surface but one which is also effectively retained in place and at the same time easy to apply or remove.

, The construction and advantages of my novel device will be more clearly understood from the following specification and the accompanying drawings in which:

Fig. 1 represents a side elevation of a dual wheel assembly, one-half of the wheel being shown.

Fig. 2 represents a plan view of a dual wheel assembly provided with an antiskid device embodying my invention.

Fig. 3 represents a section on line 3-4: of Fig. 2. Fig. 4 represents a plan View of the roadengaging cross bar forming part of my invention and illustrating certain details of construction.

Fig. 5 represents a fragmentary plan view illustrating the manner in which the supporting chain is secured to the cross bar shown in Fig. 4..

Fig. 6 represents a section on line 66 of Fig. 5.

Fig. 7 represents a section on line 7-1 of Fig. 5.

Fig. 8 is a fragmentary view showing the manner in which the ends of the two adjacent cross bars, such as that shown in Fig. 4, are interconnected.

Fig. 9 represents a fragmentary view showing the manner in which the ends of the chain are clamped together.

Referring to the drawings in which like reference characters indicate like parts and more particularly to Fig. 2, I0 and I2 designate dual wheels carried by the hub l4. l6 designates a cross bar having notched edges I 8 and adapted to be disposed angularly of the tread of the tires l0 and 12, it being understood that a suitable number of bars [6 is used so that the adjacent ends of two converging bars are approximately disposed as shown in Fig. 2. This arrangement permits the use of the least number of bars l6 and at the same time affords continuous traction, since, as the bar l6 to the right of Fig. 2 is gradually disengaged from traction with the road, the adjacent end of the bar IE to the left of Fig. 2 begins to engage the road. The ends 20 of the bars I6 are provided with the apertures 22 which are engaged by the relatively heavy links 24 and also with the holes 26, which, by

means of the links 28 are engaged to the supporting chain 30. An interconnecting link 32 connects the chain links 24 to the supporting chain 36. The ends of the supporting chain 30 are drawn tight and secured together by the clamp 34 which engages one end of the chain at 36, with the other end of the chain engaged in its open jaw 38. The hooked end 40 of the clamp 34 is then swung in the direction of the arrow in Fig. 9 so that the hook 40 engages the chain 30 and thus effects a tight connection. It is understood that two chains 30 are used, one on the inboard side of the inner tire, and one on the outboard side of the outer tire of the dual assembly, and in order to keep the bars It in posi tion and further to support the same I utilize the auxiliary chain 42 the ends of which are connected together by a clamp 34 in the same manner as the chains 30. Carried by the upper side of the bar It is the boss 44 which is notched or cut away to form the opening 46 with the jaws 48 on either side thereof. The boss 44 is also provided with a transverserecess 50 which intersects the vertical recess 46 as best seen in Fig. 3. In order to secure the bar 16 to the chain 42 the link 52 of the chain 42 is introduced in a Vertical manner into the vertical opening 46. The link 52 is then moved through an angle somewhat greater than 150 so that only the bottom edge of it is still in the slot 46 and the rest of the link is in an out-of-the-way position with respect to the horizontal slot 50 to render the latter accessible. The locking plate 54 is then inserted into the horizontal slots 50 in the direction of the arrow in Fig. 4. With the plate 54 in the slot 50 the link 52 cannot be removed from the slot 46 as best seen in Fig. 6. Since normally the position of the link 52 is vertical, and that of the links 56 and 58 is horizontal, it will be seen that once the locking plate 54 is introduced into the slot 50 while the link 52 is in a horizontal position, the plate 54 is sufficiently locked against displacement. However, in order to guard positively against disengagement of the locking plate 54, if the link 52 should accidentally be turned about its longitudinal axis to assume a position in which it will not obstruct the recess 50, I have provided the cotter pin 60 which passes through the jaws 48 on either side of the slot 46 and which serves to prevent the link 52 from being deflected enough to permit the plate 54 from coming out of the slot 52. It will be understood that each of the bars I6 is provided with the boss 44 on its inner or upper surface, and that at each point at which the bar I6 crosses the auxiliary chain 42 the bar [6 is secured to the chain 42 in the manner just described and clearly illustrated in Figs. 3, 5, 6 and 7.

Having thus described my invention, what I claim as new and desire to secure by Letters Pat- 5 ent is:

An antiskid device for a dual tire assembly comprising road-engaging bars straddling the treads of dual wheels and disposed at an angle to the direction of rotation of said wheels, end

10 chains engaging the opposite ends of said bars to fasten the same to said dual wheels, a central chain disposed between said dual Wheels and means for detachably securing said chain to the adjacent portions of said bars comprising a boss 

